Electric wheel driving structure for heavy truck
By using a multi-stage coupled speed reduction mechanism and a high-speed permanent magnet motor on heavy trucks, the problem of mechanical differential affecting the passingability of the entire vehicle and the high cost of asynchronous motors in traditional electric drive systems is solved, and the stability and cost-effectiveness are improved.
Patent Information
- Application Number
- CN202420409820.5
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- Filing Date
- 2024-03-04
- Publication Date
- 2024-12-27
- Estimated Expiration
- 2034-03-04
AI Technical Summary
The traditional electric drive system has mechanical differentials on heavy trucks that affect the vehicle's passability and safety. The asynchronous motor's direct drive wheel edge structure is costly and the performance of a single motor is short of, making it difficult to meet the power demand.
Using a multi-stage coupling reduction mechanism, including input shafts, first-stage and second-stage coupling reduction components that correspond to the motor one-to-one, multiple decelerations are achieved through multi-stage engagement, reducing the impact of a single motor performance on the drive system, and using high-speed permanent magnets Motor to improve efficiency.
The stability of the drive system and multi-stage reduction and torque increase are achieved, which reduces costs and improves the cost-effectiveness of the electric wheel drive structure for heavy trucks.
Smart Images
Figure CN222246824U_ABST
Abstract
Description
Technical Field
[0001] The utility model relates to an electric wheel driving structure for a heavy truck, belonging to the technical field of new energy vehicle driving systems. Background Art
[0002] The new energy vehicle industry is developing rapidly, and the use of electric drive systems in heavy trucks is gradually developing. At present, traditional electric drive systems, whether they are centrally arranged permanent magnet motors or directly driven wheel-side arrangements with asynchronous motors, have major drawbacks. In the centrally arranged electric drive system, the drive motor is integrated with the AMT gearbox or reduction box, and is fixedly connected to the bridge housing. The power is output to the wheel end through the differential to the half-axle. Heavy trucks have high power and climbing requirements, but the mechanical differential will affect the vehicle's passability, reduce vehicle safety, and shorten the maintenance cycle. The asynchronous motor directly drives the wheel side, and the motor and reduction box are integrated into the wheel side. It is currently mainly used in military products. The technology for commercial vehicle civilian products is immature and the cost is high. Moreover, the reduction box generally adopts a structure in which multiple motors are directly coupled to input a shaft. The performance shortage of a single motor has a great impact on the entire system. Utility Model Content
[0003] The electric wheel drive structure for heavy trucks provided by the utility model reduces the impact of the performance deficiency of a single motor on the drive system, ensures the stability of the drive system, realizes multi-stage and multiple coupling deceleration, forms a deceleration and torque increase for the power of multiple motors, can effectively reduce costs, and improve the cost performance of the electric wheel drive structure for heavy trucks.
[0004] In order to achieve the above purpose, the technical solution adopted by the utility model is:
[0005] The electric wheel drive structure for a heavy truck comprises a motor, a reducer connected to the motor and a wheel body connected to the reducer, the reducer comprises a shell and a multi-stage coupling reduction mechanism installed in the shell, and is characterized in that the multi-stage coupling reduction mechanism comprises an input shaft connected to the motor in a one-to-one correspondence, a primary coupling reduction assembly meshed with the input shaft, a secondary coupling reduction assembly meshed with the primary coupling reduction assembly and an output shaft meshed with the secondary coupling reduction assembly, and the wheel body is installed on the output shaft.
[0006] Preferably, the input shaft, the first-stage coupling reduction assembly, the second-stage coupling reduction assembly and the output shaft are arranged in parallel, the number of the first-stage coupling reduction assemblies is multiple groups, and they are meshed with the second-stage coupling reduction assemblies one-to-one, and multiple input shafts meshing with them are arranged on the periphery of each group of first-stage coupling reduction assemblies, and multiple groups of second-stage coupling reduction assemblies are all meshed with the output shaft.
[0007] Preferably, the primary coupling reduction assembly comprises a primary coupling shaft parallel to the input shaft and a primary coupling gear coaxially fixed on the primary coupling shaft, the input shaft meshes with the primary coupling gear, and the primary coupling shaft meshes with the secondary coupling reduction assembly.
[0008] Preferably, the secondary coupling reduction assembly includes a secondary coupling shaft parallel to the primary coupling shaft, an intermediate gear coaxially fixed on the secondary coupling shaft and meshing with the primary coupling shaft, and a secondary coupling gear coaxially fixed on the secondary coupling shaft, and the secondary coupling gear meshes with the output shaft.
[0009] Preferably, an output shaft gear is coaxially fixed on the output shaft and meshes with the secondary coupling gear.
[0010] Preferably, the motor is a high-speed permanent magnet motor.
[0011] The beneficial effects of the utility model are:
[0012] The utility model discloses an electric wheel drive structure for heavy trucks, in which the input shaft and the motor are connected one-to-one in a multi-stage coupling reduction mechanism, and the first-stage coupling reduction assembly is meshed with the input shaft, thereby reducing the influence of the performance deficiency of a single motor on the drive system and ensuring the stability of the drive system. The power of the motor is transmitted to the output shaft via the input shaft, the first-stage coupling reduction assembly and the second-stage coupling reduction assembly to drive the wheel body to move, thereby realizing multi-stage and multiple coupling reduction, and forming a reduction torque increase for the power of multiple motors. Compared with the existing form of direct motor driving the wheel edge, the cost can be effectively reduced, thereby improving the cost performance of the electric wheel drive structure for heavy trucks. BRIEF DESCRIPTION OF THE DRAWINGS
[0013] Figure 1 It is a schematic diagram of the electric wheel drive structure for heavy trucks of the utility model.
[0014] Figure 2 This is a half-section schematic diagram of the reducer.
[0015] Figure 3 This is another half-section schematic diagram of the reducer. DETAILED DESCRIPTION
[0016] Combine the following Figures 1 to 3 The embodiments of the present utility model are described in detail.
[0017] The electric wheel drive structure for a heavy truck comprises a motor 1, a reducer 2 connected to the motor 1 and a wheel body 3 connected to the reducer 2, the reducer 2 comprises a housing 20 and a multi-stage coupling reduction mechanism installed in the housing, and is characterized in that the multi-stage coupling reduction mechanism comprises an input shaft 4 connected to the motor in a one-to-one correspondence, a primary coupling reduction assembly 5 meshed with the input shaft 4, a secondary coupling reduction assembly 6 meshed with the primary coupling reduction assembly 5 and an output shaft 7 meshed with the secondary coupling reduction assembly 6, and the wheel body 3 is installed on the output shaft 7.
[0018] In the electric wheel drive structure for heavy trucks described above, the input shaft 4 in the multi-stage coupling reduction mechanism is connected to the motor in a one-to-one correspondence, and the first-stage coupling reduction assembly 5 is meshed with the input shaft 4, reducing the impact of the performance deficiency of a single motor on the drive system and ensuring the stability of the drive system. The power of the motor 1 is transmitted to the output shaft 7 via the input shaft 4, the first-stage coupling reduction assembly 5 and the second-stage coupling reduction assembly 6 to drive the wheel body 3 to move, realizing multi-stage and multiple coupling reductions, forming a reduction torque increase for the power of multiple motors. Compared with the existing form of motor direct drive wheel edge, it can effectively reduce costs and improve the cost performance of the electric wheel drive structure for heavy trucks.
[0019] Among them, the input shaft 4, the primary coupling reduction assembly 5, the secondary coupling reduction assembly 6 and the output shaft 7 are arranged in parallel, the number of the primary coupling reduction assembly 5 is multiple groups, and they are meshed with the secondary coupling reduction assembly 6 one by one, and multiple input shafts 4 meshed with them are arranged on the periphery of each group of primary coupling reduction assembly 5, and multiple groups of secondary coupling reduction assembly 6 are meshed with the output shaft 7. Each input shaft 4 is connected to a motor 1, and multiple input shafts 4 are arranged on the periphery of each group of primary coupling reduction assembly 5, and the input shafts 4 are meshed with the primary coupling reduction assembly 5, forming a primary coupling reduction of the power of multiple motors, the secondary coupling reduction assembly 6 corresponds to the primary coupling reduction assembly 5 one by one, and the number of the secondary coupling reduction assembly 6 is the same as the number of the primary coupling reduction assembly 5, and multiple groups of secondary coupling reduction assembly 6 are meshed with the output shaft 7, forming a secondary coupling reduction of the power of multiple motors, meeting the power requirements of heavy trucks.
[0020] The primary coupling reduction assembly 5 includes a primary coupling shaft 51 parallel to the input shaft 4, a primary coupling gear 52 coaxially fixed on the primary coupling shaft 51, the input shaft 4 meshes with the primary coupling gear 52, and the primary coupling shaft 51 meshes with the secondary coupling reduction assembly 6. The motor 1 drives the input shaft 4 to move, and the input shaft 4 drives the primary coupling gear 52 to move, so that the primary coupling shaft 51 rotates synchronously, forming a primary coupling reduction of multiple motor powers.
[0021] The secondary coupling reduction assembly 6 includes a secondary coupling shaft 61 parallel to the primary coupling shaft 51, an intermediate gear 62 coaxially fixed on the secondary coupling shaft 61 and meshing with the primary coupling shaft 51, and a secondary coupling gear 63 coaxially fixed on the secondary coupling shaft 61, and the secondary coupling gear 63 meshes with the output shaft 7. The primary coupling shaft 51 drives the intermediate gear 62 to move, so that the secondary coupling shaft 61 and the secondary coupling gear 63 move synchronously, and the secondary coupling gear 63 drives the output shaft 7 to move, forming a secondary coupling reduction of multiple motor powers, and the reduced power is output from the output shaft 7.
[0022] Among them, the output shaft gear 71 is coaxially fixed on the output shaft 7 and meshes with the secondary coupling gear 63. The meshing of the output shaft gear 71 and the secondary coupling gear 63 forms a secondary coupling reduction of the power of multiple motors. The power of the motor 1 is transmitted to the output shaft 7 via the input shaft 4, the primary coupling gear 52, the primary coupling shaft 51, the intermediate gear 62, the secondary coupling shaft 61, the secondary coupling gear 63, and the output shaft gear 71, realizing multi-stage and multiple coupling reduction, forming a reduction torque increase for the power of multiple motors.
[0023] Preferably, the motor is a high-speed permanent magnet motor. The advantages of high-speed permanent magnet motors, such as high efficiency, fast startup, multiple usage scenarios, and low maintenance cost, are utilized to further improve the cost performance of the electric wheel drive structure for heavy trucks.
[0024] The above is a complete description of the technical solutions of the embodiments of the utility model in combination with the accompanying drawings. It should be noted that the described embodiments are only part of the embodiments of the utility model. Based on the embodiments of the utility model, all other embodiments obtained by ordinary technicians in this field without making creative work are within the scope of protection of the utility model.
Claims
1. An electric wheel drive structure for a heavy truck, comprising a motor, a reducer connected to the motor, and a wheel body connected to the reducer, wherein the reducer comprises a housing and a multi-stage coupling reduction mechanism installed in the housing, and is characterized in that: The multi-stage coupling reduction mechanism includes an input shaft connected to the motor in one-to-one correspondence, a primary coupling reduction assembly meshing with the input shaft, a secondary coupling reduction assembly meshing with the primary coupling reduction assembly, and an output shaft meshing with the secondary coupling reduction assembly, and the wheel body is mounted on the output shaft.
2. The electric wheel drive structure for a heavy truck according to claim 1, characterized in that: The input shaft, the first-stage coupling reduction assembly, the second-stage coupling reduction assembly and the output shaft are arranged in parallel. There are multiple groups of first-stage coupling reduction assemblies, which are meshed with the second-stage coupling reduction assemblies one by one. Multiple input shafts meshing with the first-stage coupling reduction assemblies are arranged on the periphery of each group of first-stage coupling reduction assemblies, and multiple groups of second-stage coupling reduction assemblies are meshed with the output shaft.
3. The electric wheel drive structure for heavy trucks according to claim 2, characterized in that: The primary coupling reduction assembly comprises a primary coupling shaft parallel to the input shaft and a primary coupling gear coaxially fixed on the primary coupling shaft. The input shaft meshes with the primary coupling gear, and the primary coupling shaft meshes with the secondary coupling reduction assembly.
4. The electric wheel drive structure for a heavy truck according to claim 3, characterized in that: The secondary coupling reduction assembly includes a secondary coupling shaft parallel to the primary coupling shaft, an intermediate gear coaxially fixed on the secondary coupling shaft and meshing with the primary coupling shaft, and a secondary coupling gear coaxially fixed on the secondary coupling shaft, wherein the secondary coupling gear meshes with the output shaft.
5. The electric wheel drive structure for a heavy truck according to claim 4, characterized in that: An output shaft gear is coaxially fixed on the output shaft and meshes with the secondary coupling gear.
6. The electric wheel drive structure for a heavy truck according to claim 1, characterized in that: The motor is a high-speed permanent magnet motor.